US4679466A - Line pressure control device for hydraulic control system of automatic transmission - Google Patents

Line pressure control device for hydraulic control system of automatic transmission Download PDF

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Publication number
US4679466A
US4679466A US06/835,060 US83506086A US4679466A US 4679466 A US4679466 A US 4679466A US 83506086 A US83506086 A US 83506086A US 4679466 A US4679466 A US 4679466A
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US
United States
Prior art keywords
diaphragm
vacuum
valve spool
line pressure
intake manifold
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
US06/835,060
Other languages
English (en)
Inventor
Haruyoshi Kumura
Keiju Abo
Hiroyuki Hirano
Sigeaki Yamamuro
Masaki Nakano
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP4458185A external-priority patent/JPS61206858A/ja
Priority claimed from JP6656785A external-priority patent/JPS61228149A/ja
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Assigned to NISSAN MOTOR C., LTD. reassignment NISSAN MOTOR C., LTD. ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: ABO, KEIJU, HIRANO, HIROYUKI, KUMURA, HARUYOSHI, NAKANO, MASAKI, YAMAMURO, SIGEAKI
Application granted granted Critical
Publication of US4679466A publication Critical patent/US4679466A/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L13/00—Devices or apparatus for measuring differences of two or more fluid pressure values
    • G01L13/02—Devices or apparatus for measuring differences of two or more fluid pressure values using elastically-deformable members or pistons as sensing elements
    • G01L13/025—Devices or apparatus for measuring differences of two or more fluid pressure values using elastically-deformable members or pistons as sensing elements using diaphragms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/26—Inputs being a function of torque or torque demand dependent on pressure
    • F16H59/30—Intake manifold vacuum
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L7/00—Measuring the steady or quasi-steady pressure of a fluid or a fluent solid material by mechanical or fluid pressure-sensitive elements
    • G01L7/02—Measuring the steady or quasi-steady pressure of a fluid or a fluent solid material by mechanical or fluid pressure-sensitive elements in the form of elastically-deformable gauges
    • G01L7/08—Measuring the steady or quasi-steady pressure of a fluid or a fluent solid material by mechanical or fluid pressure-sensitive elements in the form of elastically-deformable gauges of the flexible-diaphragm type
    • G01L7/082—Measuring the steady or quasi-steady pressure of a fluid or a fluent solid material by mechanical or fluid pressure-sensitive elements in the form of elastically-deformable gauges of the flexible-diaphragm type construction or mounting of diaphragms
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/8593—Systems
    • Y10T137/86493—Multi-way valve unit
    • Y10T137/86574—Supply and exhaust
    • Y10T137/86622—Motor-operated
    • Y10T137/8663—Fluid motor

Definitions

  • the present invention relates in general to hydraulic control systems of automatic transmission and more particularly to line pressure control devices therefor.
  • engine torque varies directly with the intake manifold vacuum as indicated by the solid line, i.e., the engine torque increases to a maximum value when the intake manifold vacuum decreases to zero (or when the intake manifold pressure decreases to a certain positive value in the case of a turbo-charger being employed) and decreases to zero when the intake manifold vacuum increases to a certain value, e.g. 400 mmHg as shown in the graph of FIG. 14. Under engine brake conditions (i.e. under driving conditions where engine output torque is negative), the intake manifold vacuum increases further.
  • the clutches of the transmission or pulleys in the case of the continuously variable V-belt type are needed to have such torque transmission capacities that match the engine brake torque, i.e., needed to be able to transmit such torque that is represented by the dotted line in the graph of FIG. 14.
  • the dotted line and the negative part of the engine torque line are symmetrical with respect to the axis of absccisa. For this reason, the throttle pressure and the line pressure corresponding to the intake manifold vacuum of around 400 mmHg become larger than needed.
  • the line pressure control device comprises a fluid pump for producing a line pressure, line pressure passage means for distributing the line pressure, a source of intake manifold vacuum, a vacuum diaphragm unit connected to the source of intake manifold vacuum for producing a force variable depending upon variation of the intake manifold vacuum, and a control valve connected to the line pressure means and having a valve spool movable to regulate the line pressure based upon the force applied thereto from the vacuum diaphragm unit.
  • the above structure may substantially follow the conventional fashion.
  • the vacuum diaphragm unit including a casing, parallel first and second diaphragms disposed within the casing, vacuum chamber means defined within the casing by one sides of the first and second diaphragms, atmospheric pressure chamber means defined within the casing by the other sides of the first and second diaphragms in such a manner that the first diaphragm is subject to a differential pressure by which it is urged away from the valve spool while the second diaphragm is subject to a differential pressure by which it is urged toward the valve spool, spring means for urging the first diaphragm toward the valve spool while the second diaghragm away from the valve spool, and rod means for connecting the first and second diaphragms to the valve spool, in which the first and second diaphrams, the spring means and the rod means are constructed and arranged so that the force which reduces as the intake manifold vacuum increases is supplied from the first diaphragm to the valve
  • FIG. 1 is a schematic sectional view of a line pressure control device according to an embodiment of the present invention
  • FIG. 2 is an enlarged fragmentary view of a first rod and second rod employed in the line pressure control device of FIG. 1 and shown in relative positions to which they are put when intake manifold vacuum is relatively small;
  • FIG. 3 is a view similar to FIG. 2 but showing the first and second rods in positions to which they are put when the intake manifold vacuum is relatively large;
  • FIG. 4 is a graph showing a throttle pressure variation characteristic effected by the line pressure control device of FIG. 1;
  • FIG. 5 is a graph showing a line pressure variation characteristic effected by the line pressure control device of FIG. 1;
  • FIG. 6 is a view similar to FIG. 1 but showing a modified embodiment of the present invention.
  • FIG. 7 is a graph showing a throttle pressure variation characteristic effected by the second embodiment of FIG. 6;
  • FIG. 8 is a graph showing a line pressure variation characteristic effected by the embodiment of FIG. 6;
  • FIG. 9 is a graph showing another throttle pressure variation characteristic effected by the embodiment of FIG. 6;
  • FIG. 10 is a schematic sectional view of another modified embodiment of the present invention, with some parts being omitted;
  • FIG. 11 is a view similar to FIG. 10 but showing a further modified embodiment of the present invention.
  • FIG. 12 is a graph showing a throttle pressure variation characteristic effected by the embodiment of FIG. 11;
  • FIG. 13 is a view similar to FIG. 10 but showing a further modified embodiment of the present invention.
  • FIG. 14 is a graph showing a line pressure variation characteristic effected by a prior art line pressure control device, together with an engine torque variation characteristic.
  • a line pressure control device consists of a vacuum diaphragm unit 10, a throttle valve 12 for producing throttle pressure and a regulator valve 14 controlled by the throttle pressure.
  • the vacuum diaphram unit 10 includes an annular casing 16 and within the casing 16 two diaphragms, i.e., a first diaphram 18 and a second diaphram 20 axially dividing the inside of the casing 16 into three chambers, i.e., a first vacuum chamber 22, second vacuum chamber 24 and atmospheric pressure chamber 26 between the first and second vacuum chambers 22 and 24. More specifically, the first vacuum chamber 22 is defined between a first axial end 16a of the casing 16 and the first diaphram 18.
  • the second vacuum chamber 24 is defined between a second axial end 16b of the casing 16 and the second diaphram 20.
  • the first and second diaphrams 18 and 20 have substantially the same effective area.
  • the atmospheric pressure chamber 26 is defined between the first and second diaphrams 18 and 20.
  • the first and second vacuum chambers 22 and 24 are communicated through a conduit 28 to an engine intake manifold 29 so as to introduce intake manifold vacuum thereinto.
  • the atmospheric pressure chamber 26 is in constant communication with the open air.
  • a first coil spring 30 is received in the first vacuum chamber 22 and interposed between the first axial end 16a of the casing 16 and the first diaphram 18 so as to urge the first diaphram 18 downward in the drawing.
  • a second coil spring 32 is received in the second vacuum chamber 24 and interposed between the second axial end 16b of the casing 16 and the second diaphram 20 so as to urge the second diaphram 20 upward in the drawing.
  • the casing 16 has at the second axial end 16b thereof an integral connecting pipe 16c which is concentrically provided thereto and projects outward therefrom to terminate in an outward end.
  • the vacuum diaphram unit 10 also includes a plug member 34 integrally attached to the outward end of the connecting pipe 16c.
  • the vacuum diaphram unit 10 is secured to a valve body 36 by screwing the plug member 34 thereinto.
  • the plug member 34 is hollow and has a central bore 34 a axially aligned with the connecting tube 16c.
  • the throttle valve 12 consists of a stepped bore 38 formed in the valve body 36 and a valve spool 40 disposed in the valve bore 38.
  • the vacuum diaphram unit 10 is secured to the valve body 36 in such a manner as to be axially aligned or in line with the valve bore 38.
  • the valve bore 38 is provided with five ports 38a-38e.
  • the ports 38a and 38c are communicated with a conduit 42 for delivery of throttle pressure.
  • the ports 38d and 38e are drain ports.
  • the valve spool 40 which moves above and below the position shown in FIG.
  • Concentric first and second rods 46 and 48 are provided for transmission of forces from the first and second diaphrams 18 and 20 to the valve spool 40.
  • the second rod 48 extends through the connecting pipe 16c and the plug member 34 to have an end bonded or otherwise sealingly secured to the second diaphram 20 and the other end abuttingly engageable with an end 40a of the valve spool 40.
  • a sealing member 50 is interposed between the connecting pipe 16c of the casing 16 and the second rod 48 to hermetically seal the second vacuum chamber 24.
  • the first rod 46 is received in the second rod 48 and extends therethrough to have opposite ends abuttingly engageable with the first diaphram 18 and the end 40a of the valve spool 40, respectively.
  • the regulator valve 14 is of the conventional type and controls the output pressure of the oil pump 52 (i.e. line pressure in the conduit 44) based on throttle pressure supplied to a port 54 through the conduit 42 and a bias of a spring 56.
  • the port 38b of the throttle valve 12 is in fluid communication with the outlet of the oil pump 52 through the conduit 44.
  • the line pressure control device thus far described operates as follows.
  • the intake manifold vacuum is relatively low (i.e. near the atmospheric pressure)
  • the difference in pressure between the second vacuum chamber 24 and the atmospheric pressure 26 is small. Due to this, the differential pressure acting on the second diaphram 20 to urge the same toward the valve spool 40 is small, resulting in that the second diaphram 20 is put into a state of being urged away from the valve spool 40 under the bias of the spring 32.
  • the second rod 48 as shown in an enlarged scale in FIG. 2, is caused to move away from the end 40a of the valve spool 40 so as not to apply any force thereupon.
  • the difference in pressure between the first vacuum chamber 22 and the atmospheric pressure chamber 26 is also small.
  • the differential pressure acting on the first diaphram 18 is small, resulting in that the first diaphram 18 is put into a state of being urged toward the valve spool 40 under the bias of the spring 30.
  • the force supplied from the first diaphram 18 to the valve spool 40 is therefore inversely proportional to intake manifold vacuum.
  • a force is supplied from the first diaphram 18 to the valve spool 40 through engagement of the first rod 40 with the valve spool 40 as shown in FIG. 2. Since the throttle valve 12 is adapted to control the fluid pressure in the conduit 42 (i.e.
  • throttle pressure based on the force supplied from the vacuum diaphram unit 10 to the valve spool 40, the throttle pressure progressively decreases with increasing intake manifold vacuum as represented by the line "a" in the graph of FIG. 4.
  • a predetermined first value e.g. 400 mmHg as shown in the graph of FIG. 4
  • the force supplied from the first rod 46 to the valve spool 40 becomes zero, causing the throttle pressure to become zero.
  • a second predetermined value in this embodiment the second predetermined value is equal to the first predetermined value
  • the second rod 48 comes in contact with the end 40a of the valve spool 40 to apply a force upon the same.
  • the first rod 46 is held disengaged from the valve spool 40 so as not to apply any force upon the same as shown in FIG. 3.
  • the force supplied from the second diaphram 20 through the second rod 48 to the valve spool 40 increases with increasing intake manifold beyond the second predetermined value as represented by the line "b" in the graph of FIG. 4.
  • FIG. 6 A modified embodiment is shown in FIG. 6 in which like or corresponding parts to those of the previous embodiment of FIG. 1 are designated by the like reference characters.
  • This emboidiment differs from the previous embodiment in that a coil spring 60 is interposed between the end 40a of the valve spool 40 and a shoulder 38f of the valve bore 38 so as to urge the valve spool 40 away from the vacuum diaphram unit 10 and that the intensities or spring constants of the springs 30' and 32' are determined so that the first predetermined value at which the force supplied from the first diaphram 18 to the valve spool 40 becomes zero is smaller than the second predetermined value at which the force supplied from the second diaphram 20 to the valve spool 40 becomes zero.
  • this embodiment is substantially the same as the previous embodiment.
  • the throttle pressure can be maintained at a constant value as represented by the line "c" in FIG. 7 when neither of the first and second diaphrams 18 and 20 applies any force upon the valve spool 40 (i.e. when the intake manifold vacuum ranges between the first and second predetermined values).
  • This embodiment can effect such a throttle pressure variation characteristic as shown in FIG. 7 and such a line pressure variation characteristic as shown in FIG. 8.
  • the line pressure variation characteristic well matches the torque transmission demand.
  • FIG. 9 shows a throttle pressure variation characteristic which is attained when the springs 30' and 32' are designed to have the same intensities or spring constants as those of the springs 30 and 32 of the previous embodiment.
  • FIG. 10 Another modified embodiment is shown in FIG. 10 in which like or corresponding parts to those of the previous embodiment of FIG. 1 are designated by the like reference numerals and in which the regulator valve 14, oil pump 52, etc. are omitted for brevity.
  • This embodiment differs from the previous embodiment of FIG. 1 in that a vacuum diaphram unit 100 of the different type is employed.
  • the vacuum diaphram unit 100 includes an annular casing 102 and within the casing 102 two parallel diaphrams, i.e., a first diaphram 104 and a second diaphram 106.
  • the second diaphram 106 is sealingly and fixedly clamped at the outer periphery thereof by first and second annular clamping members 108 and 110 which are in turn stationarily held within the casing 102.
  • the first diaphram 104 is sealingly and fixedly clamped at the outer periphery thereof between an end 102a of the casing 102 and first clamping member 108.
  • a vacuum chamber 112 is defined within the casing 102 and between the first and second diaphrams 104 and 106.
  • a first atmospheric pressure chamber 114 is defined within the casing 102 and on the side of the first diaphram 104 opposite to the vacuum chamber 112.
  • the casing 102 has at the end 102a thereof an annular outward boss portion 102b within which the first atmospheric pressure chamber 114 is defined.
  • a second atmospheric pressure chamber 116 is defined within the casing 102 and on the side of the second diaphram 106 opposite to the vacuum chamber 112.
  • the second diaphram 106 has an effective area which is two times larger than that of the first diaphram 104.
  • the vacuum chamber 112 is communicated with the engine intake manifold 29 through a passage 108a formed in the first clamping member 108, a passage 110a and a vacuum inlet 110b formed in the second clamping member 110 and through the conduit 28.
  • a sealing member 118 is interposed between the outer circumferential periphery of the second clamping member 110 and the inner circumferential wall of the casing 102 to provide a seal therebetween.
  • a first coil spring 120 is interposed between the first and second diaphrams 104 and 106 to urge the same away from each other.
  • a second coil spring 122 is interposed between the second diaphram 106 and a shoulder 108a of the first clamping member 108 to urge the second diaphram 106 away from the first diaphram 104.
  • An annular transfer member 124 is attached at an axial end thereof to the first diaphram 104 to move together therewith. The transfer member 124, as shown in the upper half part of FIG.
  • a socket member 124 is received in the first atmospheric pressure chamber 116 and secured to the first diaphram 104 to move together therewith.
  • a rod 126 is screwed at an end thereof into the socket member 124 and abuttingly engageable at the other end thereof with the end 40a of the valve spool 40.
  • the vacuum diaphram unit 100 also includes a plug member 128 integrally attached to the boss portion 102b of the casing 102 and is secured to the valve body 26 by screwing the plug member 128 thereinto.
  • the plug member 128 is hollow and through which the rod 126 extends away from the first diaphram 104 to engage the valve spool 40.
  • the line pressure control device described above operates as follows.
  • the vacuum inlet 110b is in fluid communication with the engine intake manifold 29 to introduce intake manifold vacuum into chamber 112 through the passages 110a and 108a.
  • the intake manifold vacuum is relatively low (i.e. near the atmosheric pressure)
  • the pressure differential between the vacuum chamber 112 and the second atmospheric pressure chamber 116 is small. Due to this, the second diaphram 106 is put into a state of being urged away from the valve spool 40 (i.e. caused to move rightwardly in FIG. 10 into the position shown in the upper half part of the same figure) under the bias of the second spring 122.
  • the transfer member 124 is thus held out of contact with the second diaphram 106, allowing the first and second diaphrams 104 to be in independent relation to each other. Accordingly, the rod 126 is subject to a force which is supplied thereto mainly from the first diaphram 104.
  • the differential pressure acting on the first diaphram 104 to urge the same rightward in FIG. 10 or away from the valve spool 40 is small, resulting in that the first diaphram 104 urges the rod 126 leftwardly in FIG. 10 or toward the valve spool 40 under the bias of the first spring 120.
  • the force supplied from the first diaphram 104 to the rod 126 to urge the valve spool 40 leftward in FIG. 10 decreases with increasing vacuum pressure in the vacuum chamber 112, i.e., the force varies inversely proportional to the intake manifold vacuum.
  • the throttle valve 12 regulates the pressure in the conduit 42 (i.e. throttle pressure) based on the force supplied from the rod 126 to the valve spool 40. As a result, the throttle pressure decreases with the increasing intake manifold vacuum as represented by the line "a" in FIG. 4.
  • the force resulting from the differential pressure acting on the first diaphram 104 is balanced with the bias of the first spring 120, causing the force supplied from the rod 126 to the valve spool 40 to become zero.
  • the throttle pressure therefore becomes zero.
  • the second diaphram 106 is caused to move leftward in FIG. 10 due to increased differential pressure acting thereon and engages the transfer member 124 as shown in the lower half part of FIG. 10.
  • the second diaphram 106 thus starts applying by way of the transfer member 124 a force directly upon the first diaphram 104 to urge the same leftward in the drawing.
  • the force supplied from the second diaphram 106 to the first diaphram 104 by way of the transfer member 124 increases with increasing intake manifold vacuum.
  • the force resulting from the differential pressure acting on the first diaphram 104 to urge the same rightward in the drawing increases with increasing intake manifold vacuum.
  • the effective area of the second diaphram 106 is larger than that of the diaphram 104, the force resulting from the differential pressure acting on the second diaphram 106 to urge the first diaphram 104 leftward in the drawing increases at the rate larger than that at which the force resulting from the differential pressure acting on the first diaphram 104 to urge the same rightward in the drawing.
  • the rod 126 is urged leftward in the drawing by such a force that increases with increasing intake manifold vacuum beyond the above described predetermined value.
  • the throttle pressure in the conduit 42 increases with increasing intake manifold vacuum as represented by the line "b" in the graph of FIG. 4. Accordingly, this embodiment can produce substantially the same effect as that of the previous embodiment of FIG. 1.
  • FIG. 11 shows a further modified embodiment.
  • This embodiment differs from the previous embodiment of FIG. 10 in that a coil spring 130 is interposed between the end 40a of the valve spool 40 and the plug member 128 to urge the valve spool 40 leftwardly in the drawing, i.e., away from the vacuum diaphram unit 100.
  • This embodiment can effect such a throttle pressure variation characteristic as shown in FIG. 9.
  • this embodiment can be made to effect such a throttle pressure variation characteristic as shown in FIG. 12.
  • the line "c" in the graph of FIG. 12 represents a range in which neither of the first and second diaphrams 104 and 106 applies any force upon the rod 126 to urge the same toward the valve spool 40, allowing the throttle pressure to be maintained at a constant value.
  • This embodiment therefore can produce substantially the same effect as the previous embodiments.
  • FIG. 13 shows a further modified embodiment.
  • This embodiment differs from the previous embodiment of FIG. 10 in that the vacuum diaphram unit 100 is combined with the regulator valve 14 in place of the throttle valve 12.
  • the regulator valve 14 is of the conventional type and adapted to drain part of the fluid pressure in the conduit 44 to a drain port 14a and thereby control the pressure in the conduit 44, i.e., line pressure.
  • the line pressure in the conduit 44 is balanced with the force acting on the rod 126 to urge the same toward the regulator valve 14.
  • This embodiment effects such a line pressure variation characteristic as shown in the graph of FIG. 5 and can produce substantially the same effect as the previous embodiments.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Fluid Pressure (AREA)
US06/835,060 1985-03-08 1986-02-28 Line pressure control device for hydraulic control system of automatic transmission Expired - Fee Related US4679466A (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP60-44581 1985-03-08
JP4458185A JPS61206858A (ja) 1985-03-08 1985-03-08 変速機のライン圧制御装置
JP6656785A JPS61228149A (ja) 1985-04-01 1985-04-01 変速機の油圧制御装置
JP60-66567 1985-04-01

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US4679466A true US4679466A (en) 1987-07-14

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Application Number Title Priority Date Filing Date
US06/835,060 Expired - Fee Related US4679466A (en) 1985-03-08 1986-02-28 Line pressure control device for hydraulic control system of automatic transmission

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US (1) US4679466A (enrdf_load_stackoverflow)
DE (1) DE3607074A1 (enrdf_load_stackoverflow)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4817467A (en) * 1985-05-04 1989-04-04 Zahnradfabrik Friedrichshafen, Ag. Transmission with dual modulated shift controls
US4838126A (en) * 1987-11-25 1989-06-13 Btr Engineering (Australia) Limited Electro/hydraulic control system for an automatic transmission
US5025685A (en) * 1988-07-29 1991-06-25 Honda Giken Kogyo Kabushiki Kaisha Controlling device for non-stage transmission for vehicles
US5214983A (en) * 1988-07-29 1993-06-01 Honda Giken Kogyo Kabushiki Kaisha Controlling device for non-stage transmission for vehicle with fault detection
US20090272444A1 (en) * 2008-05-01 2009-11-05 Sunrise Medical Hhg Inc. Vacuum regulator having selectable adjustment ranges

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3065997A (en) * 1962-01-08 1962-11-27 Gustin Bacon Brake Company Vehicle brake operator
US3397621A (en) * 1965-10-14 1968-08-20 Gen Motors Corp Vacuum modulator
US3688606A (en) * 1971-04-28 1972-09-05 Ford Motor Co Throttle valve actuator for an automatic vehicle transmission having engine back pressure compensation
JPS5977155A (ja) * 1982-10-22 1984-05-02 Nissan Motor Co Ltd Ｖベルト式無段変速機の油圧制御装置

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3020776A (en) * 1960-05-25 1962-02-13 Borg Warner Vacuum refrence control for pressure compensation
DE2301005A1 (de) * 1973-01-10 1974-07-18 Volkswagenwerk Ag Vorrichtung zum steuern eines selbsttaetigen wechselgetriebes fuer kraftfahrzeuge
US3886817A (en) * 1973-05-31 1975-06-03 Borg Warner Engine torque sensor device

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3065997A (en) * 1962-01-08 1962-11-27 Gustin Bacon Brake Company Vehicle brake operator
US3397621A (en) * 1965-10-14 1968-08-20 Gen Motors Corp Vacuum modulator
US3688606A (en) * 1971-04-28 1972-09-05 Ford Motor Co Throttle valve actuator for an automatic vehicle transmission having engine back pressure compensation
JPS5977155A (ja) * 1982-10-22 1984-05-02 Nissan Motor Co Ltd Ｖベルト式無段変速機の油圧制御装置

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4817467A (en) * 1985-05-04 1989-04-04 Zahnradfabrik Friedrichshafen, Ag. Transmission with dual modulated shift controls
US4838126A (en) * 1987-11-25 1989-06-13 Btr Engineering (Australia) Limited Electro/hydraulic control system for an automatic transmission
US5025685A (en) * 1988-07-29 1991-06-25 Honda Giken Kogyo Kabushiki Kaisha Controlling device for non-stage transmission for vehicles
US5214983A (en) * 1988-07-29 1993-06-01 Honda Giken Kogyo Kabushiki Kaisha Controlling device for non-stage transmission for vehicle with fault detection
US5282400A (en) * 1988-07-29 1994-02-01 Honda Giken Kogyo Kabushiki Kaisha Controlling device for non-stage transmission for vehicle
US20090272444A1 (en) * 2008-05-01 2009-11-05 Sunrise Medical Hhg Inc. Vacuum regulator having selectable adjustment ranges
WO2009135139A3 (en) * 2008-05-01 2010-01-21 Sunrise Medical Hhg Inc. Vacuum regulator having selectable adjustment ranges
CN102015005A (zh) * 2008-05-01 2011-04-13 德维尔比斯保健有限责任公司 具有可选择的调整范围的真空调节器
US8256453B2 (en) 2008-05-01 2012-09-04 Devilbiss Healthcare, Llc Vacuum regulator having selectable adjustment ranges
CN102015005B (zh) * 2008-05-01 2013-03-27 德维尔比斯保健有限责任公司 具有可选择的调整范围的真空调节器

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Publication number Publication date
DE3607074C2 (enrdf_load_stackoverflow) 1993-07-22
DE3607074A1 (de) 1986-09-11

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